DE102010040549A1 - Motor vehicle test device and motor vehicle test method - Google Patents

Abstract

The invention provides a motor vehicle testing device and a motor vehicle testing method. The motor vehicle test device (4) comprises a control device (42, 43) for controlling a predetermined test sequence; an operator interface device (45, 46); and at least one measuring device (41) for measuring at least one vehicle parameter. The motor vehicle test device (4) has a vehicle communication interface (2) and diagnostic software (8). The control device (42, 43) is designed in such a way that it can communicate with at least one control device (50) of the motor vehicle (10) via the vehicle communication interface (2).

Description

The present invention relates to a motor vehicle inspection apparatus and a vehicle inspection method.

State of the art

From the EP 0 754 940 B1 discloses a modular wireless diagnostic, test and information system for a motor vehicle.

The EP 1 181 521 B1 discloses a diagnostic test device for motor vehicles with programmable controllers.

The DE 10 2008 042 024 A1 describes an optical wheel alignment device for motor vehicles.

The technical development of motor vehicle inspection technology has led to a large number of specific testing devices for individual vehicle domains. In doing so, adapted measuring, control and regulation techniques have been developed for the respective domain, which represent the core of the specific test equipment. Examples include brake test benches, engine testers, chassis measurement testers, exhaust gas testers, test lanes and air conditioning service units.

Most functions in the vehicle are now partially or even completely taken over by electronic control units. In addition, the control units in the vehicle also take on board various onboard diagnostic functions of the vehicle systems in order to make them available at a later date in the workshop.

In order to be able to use these ECU diagnostic functions effectively in the workshop, in recent years an increasing number of cross-domain universal diagnostic testers have been developed, which enable communication with the control units installed in the vehicle.

The functionality of this communication can be very different and relates, for example, to reading out stored error codes, transmitting actual values, performing complex actuator tests, resetting service intervals, calibrating vehicle sensors, and learning to install replacement parts.

In such a universal diagnostic tester, an assembly is integrated that provides the function of the vehicle communication, which is commonly referred to as VCI (Vehicle Communication Interface).

But there are also examples in which the VCI is installed in its own housing (VCI module) and connected by cable or wirelessly to a universal operating and display device, for example a laptop. The function of the universal diagnostic tester is then ensured with a corresponding diagnostic software on the laptop, which includes at least one operation and display, a diagnostic sequence control and the required communication with the control units in the vehicle via the connected VCI module.

The developments in vehicle construction in the motor vehicle workshop increasingly require the joint use of a universal diagnostic tester and different test equipment at the respective workplace.

An example of this is the device for chassis measurement, in which the zero point position of the steering angle sensor is recalibrated after completion of a setting of the chassis geometry. Another example is the A / C service unit, which focuses on checking for any errors stored in the climate control unit to ensure full air conditioning maintenance. Yet another example is the motor starter, in which actual values of control units are recorded in parallel in order to provide the specialist with comprehensive information for error diagnosis.

In all these examples, therefore, two separate devices are used, the universal diagnostic tester and the respective test device, which are sequentially operated.

To improve the handling of such duplex systems, engine testers also have solutions in which the results of the engine test and the results of the ECU communication are displayed on two side-by-side monitors.

The use of a universal diagnostic tester, in conjunction with an additional separate separate tester, requires qualified personnel with experience in the use of a variety of cross-vehicle-diagnostic capabilities. Therefore, it may be necessary to use two technicians on a vehicle at the same time, which is inefficient and increases costs. Due to the separate operation of the tester and the diagnostic tester, manual errors in the data input to the respective devices can occur. The test sequences of the two devices are not coupled with each other, so that they can only be monitored manually and it can lead to operator error, for example, a faulty adjustment of vehicle sensors.

For example, in the example of the steering angle sensor, calibration of the ESP controller via the diagnostic tester may be erroneously performed when a technician accidentally moves the steering wheel of the vehicle upon completion of the suspension setup and before completion of the sensor calibration by the diagnostic tester.

Disclosure of the invention

The idea underlying the following invention is to integrate the functionality of the control unit communication into a specific workshop motor vehicle testing device. For this purpose, a vehicle communication interface is integrated into the test device and connected via an internal interface with a higher-level control device.

The motor vehicle test device according to the invention comprises a measuring device for measuring at least one vehicle parameter, which is either integrated in the device or spatially remote from the device and connected via a cable or wirelessly to the device.

The control device preferably comprises a control computer, an operator interface device, for. As an input device and a display device, and an extended specific tester software, with the primary specific testing tasks on the vehicle and additionally the remote access to the required in connection with these test tasks or test procedures functions of the control unit communication (for example, diagnostic functions, actual values, calibration functions ) can be realized in an integrated test procedure.

The software for the control unit communication, which is provided in addition to the tester software, is expediently remotely controllable by the tester software. Furthermore, the motor vehicle test device according to the invention preferably has a common housing or a common carriage and the necessary accessories for the adaptation to the vehicle.

Advantageously, the operator needs so as previously only a tester to operate, and the communication with the control units in the vehicle is within an extended to the required functionality of the control unit communication test process software and thus takes place largely in the background for the operator.

Another particular advantage of this solution is the ability to automatically control sub-processes and, moreover, the entire inspection process in order to avoid operating errors, for example the incorrect adjustment of vehicle sensors, in principle.

Preferred developments are the subject of the respective subclaims.

Brief description of the drawings

Further features and advantages of the present invention will be explained below with reference to embodiments with reference to the figures.

Show it:

1 a block diagram of a motor vehicle inspection device according to a first embodiment of the invention;

2 a more detailed block diagram of a motor vehicle inspection device according to the first embodiment of the invention; and

3 a flow chart for explaining a motor vehicle inspection method according to a second embodiment of the invention.

Embodiments of the invention

In the figures, like reference numerals designate the same or functionally identical components.

1 shows a block diagram of a motor vehicle inspection device according to a first embodiment of the invention.

In 1 denotes reference numeral 1 a workplace on which a motor vehicle 10 is set up for chassis measurement. The wheels 10a . 10b of the motor vehicle 10 (Only two of the four wheels are shown here) are with optical surveying targets 411 provided with optical measuring units 41 interact to determine the typical measures of wheel alignment, such as lane and camber angles, and manually adjust the operator within preset limits as needed. For example, the toe angles of the front wheels are set to, for example, 0 ° 10 '.

reference numeral 4 denotes a motor vehicle testing device for carrying out the wheel alignment, to which the measuring units 41 by means of cables 47 are connected. The vehicle tester 4 has a common housing or a common carriage 46 in which a control computer 42 as well as software 43 for controlling the operations of the chassis measurement and the control unit communication, an input unit 44 and a display unit 45 and a vehicle communications interface 2 are housed. The vehicle communication interface 2 is about one Cable internally with the control computer 42 and another cable with a standardized interface 11 in the vehicle 10 connected, for example, a standard OBD socket. Although shown here as a cable connection, the first connection can of course also be wireless. This would be the vehicle communication interface 2 in the motor vehicle 10 arranged, further connected via a short cable to the OBD socket and wirelessly to the control computer 42 communicate

The information of the chassis measurement by the measuring units 41 and the information of the vehicle communication interface 2 will be at the same time the control software 43 provided for controlling the processes of the chassis measurement or suspension settings available and further processed there, as explained in more detail below.

In particular, in the present embodiment, the steering angle adjustment, lane measurement and, if necessary, the toe angle adjustment by a technician until the predetermined standard values are present, which is done by the measuring units 41 is registered and by the control software 43 is processed. The processing provides that the control software 43 at the moment in which the standard state for steering angle and toe angle, z. B. 0 ° 10 ', through the measuring units 41 is detected via the vehicle communication interface 2 the difference between the current from the controller 50 with the steering angle sensor 41 measured steering angle and in the control unit 50 stored reference reading for "steering angle zero" and checks whether the difference does not exceed a predetermined limit. If the detected difference exceeds the limit value, it becomes ready for calibration with the control unit 50 of the motor vehicle 10 , z. As an ESP control unit, the operator on the display device 45 displayed. Conversely, if the detected difference does not exceed the limit, the operator is signaled the proper condition.

Once calibration readiness is established and displayed, the operator can enter the input unit by simply typing 44 a calibration procedure for the steering angle sensor 51 in the control unit 50 start. This calibration procedure will only be completed if the measurement units 41 signal the standard condition for steering angle and toe angle. If a deviation from the standard state occurs, this causes the calibration procedure to be aborted immediately. This is definitely a wrong calibration of the steering angle sensor 51 avoid.

In another embodiment, a manual start of the calibration process is dispensed with, it is automatically started after fulfilling the conditions for calibration readiness and monitored as already described. The result of the successful calibration or the determined proper state is given to the operator on the display unit, for example 45 displayed.

The illustrated motor vehicle testing device 4 allows for enhanced identification of the vehicle by detecting not only the information relevant to the chassis measurement information to the vehicle, but also those that are required for the construction of the intended ECU communication.

The transmission of further information from the relevant control unit 50 of the vehicle 10 to the tester software 43 , such as As error messages and / or actual values, and the representation of this information in a uniform manner on a single display device 45 are possible without any problems.

• – Aufbau und Aufrechterhaltung der Kommunikation des Steuerrechners 42 über die Fahrzeugskommunikationsschnittstelle 2 mit dem Steuergerät 50 des Kraftfahrzeugs 10;
• – die Speicherung der Messwerte des Fahrwerks-Messsystems (zumindest der Spurwinkel der Vorderräder) im Zustand ”Lenkradstellung geradeaus”, der vom Bediener im bisherigen Ablauf der Fahrwerksvermessung hergestellt wird, bereits während des Vorgangs der Fahrwerkvermessung bzw. am Ende der Fahrwerkseinstellung im Steuerrechner 42;
• – eine permanente Überwachung dieser gespeicherten Messwerte nach Abschluss der eigentlichen Fahrwerkvermessung im Steuerrechner 42;
• – das Übermitteln der Informationen ”Lenkradstellung geradeaus” bzw. ”Lenkwinkel null” zum Steuergerät 50 im Fahrzeug 10, Prüfung der Differenz zwischen dem in diesem Zustand von dem Steuergerät 50 mit dem Lenkwinkelsensor 41 gemessenen Lenkwinkels und dem für den Zustand „Lenkwinkel null” im Steuergerät 50 gespeicherten Referenzmesswert und bei Überschreiten eines vorgegebenen Grenzwertes permanente Speicherung des aktuell vom Lenkwinkelsensor 41 erfassten Messwerts als neuen Referenzwert für „Lenkwinkel null”.
• – Während des gesamten Kalibrierungsvorgangs werden die Messwerte des Achsmesssystems (zumindest der Spurwinkel der Vorderräder) vom Steuerrechner 42 überwacht und der Kalibriervorgang nur dann als ”erfolgreich abgeschlossen” vom System gemeldet, wenn diese Messwerte mit den zuvor gespeicherten Messwerten in ”Lenkradstellung geradeaus” innerhalb der im System abgelegte Toleranzgrenzen übereinstimmen.

The communication between control computer 42 and control unit 50 as well as the automatic calibration of the steering angle sensor can already be active before the manual start of the calibration and includes:

• - Establishment and maintenance of the communication of the control computer 42 via the vehicle communication interface 2 with the control unit 50 of the motor vehicle 10 ;
• - The storage of the measured values of the chassis measuring system (at least the toe angle of the front wheels) in the state "steering wheel position straight ahead", which is made by the operator in the previous sequence of suspension measurement, during the process of wheel alignment or at the end of the suspension setting in the control computer 42 ;
• - A permanent monitoring of these stored measured values after completion of the actual wheel alignment in the control computer 42 ;
• - The transmission of the information "steering wheel position straight ahead" or "steering angle zero" to the control unit 50 in the vehicle 10 , Checking the difference between the in this state of the control unit 50 with the steering angle sensor 41 measured steering angle and that for the state "steering angle zero" in the control unit 50 stored reference measured value and when exceeding a predetermined limit permanent storage of the current from the steering angle sensor 41 measured value as the new reference value for "steering angle zero".
• - During the entire calibration process, the measured values of the wheel alignment system (at least the toe angle of the front wheels) are calculated by the control computer 42 monitored and the calibration process only as "successfully completed" signaled by the system if these readings match the previously stored readings in "Steering wheel position straight ahead" within the tolerance limits stored in the system.

In an alternative variant, the state "steering wheel position straight ahead" is checked not only manually, but with a suitable sensor arrangement during the suspension setting by the control computer 42 detected and during calibration either instead of the measured values of the wheel alignment or in addition to these from the control computer 42 supervised.

This simultaneously increases the quality of work and the efficiency in the workshop.

2 shows a more detailed block diagram of a motor vehicle inspection device according to the first embodiment of the invention.

In 2 is in particular a detailed description of the specific testing device software 43 displayed.

This includes the specific testing device software 43 a software layer for operating the tester 4 and for visualization of the test procedures and test results, which are denoted by reference numerals 431 is designated. A software layer 432 is responsible for controlling the prescribed test procedures. A first communication layer 434 is used to communicate K1 between the software layer 432 for the control of test procedures and test equipment-specific measuring equipment 41 ,

An additional second communication layer 435 is used for communication K2 of the software layer 432 for controlling the test procedures and the control unit 50 in the motor vehicle 10 by means of the diagnostic software 8th and the vehicle communication interface 2 ,

The diagnostic software 8th in conjunction with the vehicle communication interface 2 basically provides all the functions of the control unit communication, such as reading out current status information of the control unit 50 (for example, read fault memory, read actual values, etc.), enable simple functions (for example, clear fault memory, reset service interval, actuator test), and perform complex operations (for example, ABS sensor test, calibrate steering angle, bleed brake circuit, check high pressure diesel pump, etc .).

In the software for controlling the test procedures 432 However, developers only use the functions of the ECU communication of the diagnostic software 8th used in the context of the specific inspection task. This restriction simplifies the operation of the tester 4 clearly and requires only a small training of the workshop staff.

3 FIG. 10 is a flowchart for explaining an automotive inspection method according to a second embodiment of the invention. FIG.

In step S1, the test procedure is started by the technician.

In step S2, the motor vehicle 10 unambiguously identified by the technician both for the wheel alignment and for the communication with the control unit in the motor vehicle and then the communication between the software for controlling the test procedures 432 on the one hand and on the other hand the measuring units for wheel alignment 41 as well as the control unit 50 in the motor vehicle 10 over the communication layer 435 , the diagnostic software 8th and the vehicle communication interface 2 built automatically.

In step S3, the actual wheel alignment, z. B. the toe angle of the front wheels for the state "steering wheel position straight ahead" determined with the standard state z. B. 0 ° 08 'to 0 ° 16' compared and displayed and, if necessary, the agreement with the standard state by manual adjustment of the motor vehicle 10 produced. This step is carried out iteratively, ie, if the wheel alignment has been completed (J), the method jumps to step S4, otherwise (N) the vehicle measurement and the manual adjustments on the motor vehicle continue until it is complete.

In step S4, the measured values for the standard state "steering wheel position straight ahead" in the software for controlling the test procedures 432 stored and from this software the difference between being in this state from the controller 50 with the steering angle sensor 41 measured steering angle and that for the state "steering angle zero" in the control unit 50 stored reference measured value determined. If exceeding the predetermined limit value is determined (J), the program branches to step S5. If it is not exceeded, the process branches to step S9, the end of the test procedure, and this to the operator with a corresponding display on the display unit 45 communicated.

In step S5, the calibration procedure is started by the technician.

In step S6, it is checked whether the standard state still exists. If this is not the case (N), the program branches to step S8 for one Cancellation of the calibration procedure, with appropriate display on the display unit 45 and then branches back to S3. If it is determined in step S6 that the standard state exists (J), the program branches to step S7.

In step S7, it is checked if the calibration procedure is finished. If this is not the case (N), the program branches back to step S6. If it is determined in step S7 that the calibration procedure has ended (J), the program branches to step S9. This corresponds to the end of the test procedure and the calibration procedure associated with a corresponding indication to the operator on the display unit 45 ,

Although the present invention has been described only in the embodiment of the wheel alignment in combination with the calibration of the steering angle sensor, this is not limited thereto, but varied further modifiable.

This concerns both the wheel alignment itself and any other way to integrate the various functions of the ECU communication in other automotive test equipment, such as brake testers, engine tester, exhaust gas tester, test lane, air conditioning service units, tire service equipment, etc.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 0754940 B1 [0002]
• EP 1181521 B1 [0003]
• DE 102008042024 A1 [0004]

Claims (11)

Motor vehicle testing device ( 4 ) with: a control device ( 42 . 43 ) for controlling a predetermined test procedure; an operator interface device ( 44 . 45 ); and at least one measuring device ( 41 ) for measuring at least one vehicle parameter; characterized in that the motor vehicle testing device ( 4 ) a vehicle communication interface ( 2 ) and a diagnostic software ( 8th ) having; and the control device ( 42 . 43 ) is designed such that it is accessible via the vehicle communication interface ( 2 ) with at least one control unit ( 50 ) of the motor vehicle ( 10 ) can communicate. Motor vehicle testing device ( 4 ) according to claim 1, wherein the control device ( 42 . 43 ) is configured such that it can signal at least a predetermined test condition of the vehicle parameter. Motor vehicle testing device ( 4 ) according to claim 1 or 2, wherein the control device ( 42 . 43 ) is configured such that, in response to a signaled test condition, it is ready for communication between the control device ( 42 . 43 ) and the control unit ( 50 ) at the operator interface device ( 45 . 46 ) and makes the communication immediately activatable by an operator. Motor vehicle testing device ( 4 ) according to claim 3, wherein the control device ( 42 . 43 ) is configured such that, in the case of communication activated by the user, status information from the control unit ( 50 ), or simple functions or complex functional sequences in the control unit ( 50 ) and a calibration procedure in the control unit ( 50 ). Motor vehicle testing device ( 4 ) according to claim 1 or 2, wherein the control device ( 42 . 43 ) is configured such that, in response to a signaled vehicle test state, it is prepared for communication between the control device ( 42 . 43 ) and the control unit ( 50 ) automatically activated. Motor vehicle testing device ( 4 ) according to claim 5, wherein the control device ( 42 . 43 ) is designed such that, with automatically activated communication, simple functions or complex functional sequences in the control unit ( 50 ) and in particular a calibration procedure in the control unit ( 50 ). Motor vehicle testing device ( 4 ) according to one of the preceding claims 1 to 6, wherein the measuring device ( 41 ) is designed for measuring the chassis geometry, in particular a steering angle and / or toe angle. Motor vehicle testing device ( 4 ) according to claim 7 as dependent on claim 4 or 6, wherein the control device ( 50 ) an ESP control unit with a steering angle sensor ( 51 ) and the calibration procedure is a calibration of the steering angle sensor ( 51 ) according to the signalized test condition. Motor vehicle testing device ( 4 ) according to one of claims 4 or 6, wherein the control device ( 42 . 43 ) is configured to automatically cancel the calibration procedure in response to the non-signaled vehicle test condition. Motor vehicle test method comprising the steps of: measuring at least one vehicle parameter with a measuring device ( 41 ) of a motor vehicle testing device ( 4 ); Signaling a predetermined test condition of the vehicle parameter from the measuring device ( 41 ) to a control device ( 42 . 43 ) of the motor vehicle test device ( 4 ); and responsively displaying a readiness for communication between the control device ( 42 . 43 ) and a control unit ( 50 ) of the motor vehicle ( 10 ) on an operator interface device ( 45 . 46 ) of the motor vehicle test device ( 4 ) and can be activated directly by an operator. Make the communication. Motor vehicle test method comprising the steps of: measuring at least one vehicle parameter with a measuring device ( 41 ) of a motor vehicle testing device ( 4 ); Signaling a predetermined test condition of the vehicle parameter from the measuring device ( 41 ) to a control device ( 42 . 43 ) of the motor vehicle test device ( 4 ); and in response to automatic activation of communication between the control device ( 42 . 43 ) and a control unit ( 50 ) of the motor vehicle ( 10 ).

Images